Hoisting mechanism



Feb. 19} 1924; I

N, T. HA RRINGTON HOISTING MECHANISM Filed Nov. 14 1921 5 Sheets-Sheet l Feb. 19 1924;

N. T. HARRINGTON HOISTING MECHANISM Filed Nov. 14 5 Sheets-Sheet 2 Feb. 19, 1924; 1,483,936

N. T. HARRINGTON v HOISTING MECHANISM Filed Nov. 14 1921 5 Sheets-Sheet 5 Feb. 19, 1924. 1,483,936

N. T. HARRINGTON HOISTING MECHANISM 7 Filed Nov. 14. 1921 5 Sheets-Sheet 4 Feb. 19 I, 1924.

. N. T. HARRINGTON HOISTING MECHANISM Filed Nov. 14

1921 s Sheets-Sheet s Patented eb. 19, 1924..

, NORMAN r. i-m'immerofijor 'oLiivriLAivnjoHro;

YHOISTING EoHA-NIs Q Application 'filed November 14, 1921.""Seria1 -No. 515,089.

anism, of which the following is a speoification.

My'invention relates generally to hoisting mechanism and more particularly tosuch mechanism used in connection with aerial cableways and load-handling devices of similar character. 7

As is well known load-handling devices of this type comprise means for raising and lowering and imparting lateral movement to the bucket, for instance the usual clam-shell bucket, and for opening andclosing it.

The principle object of this invention is to provide means for positively and conveniently controlling the operation of the bucket.

Another more specific object is to provide means for conveniently controlling the closing and opening operation and the hoisting and lowering operation of the bucket at will during the travel of the carriage on the cable way.

inother object is an arrangement which is economical in operation.

In order to explain the characteristic features of the invention, the principles upon which it is basedand the advantages derived from it, reference maybe made to two wellknown standard systems of reeving in general application.

In the one system, usually referred to as the English system, the hoisting line is attached at one end adjacent one end of the 40 cable way, then passes over a group of sheaves on the carriage and on the bucket to a drum adjacent the tower supporting the other end of the cableway. This system of reeving affords a good control of the bucket independently of the travelling movement of the carriage, but at the usually high speeds of the carriage the wear of the hoisting cable in passing over the commonlyand necessarily small sheaves is excessive. Aside NORMAN T. HARRING- i'tion andeother conditions as s the travelling operation.

low. 1 r

from thispoint; the power nec'essary to over come; the friction between the hoisting cable and its sheaves: in F addition to 'the power necessary "to haul the carriage with-the bucket is considerable, amountingi to 5-115 horsepower according to the speed of opera- V to: the size of theisheaves,load,.etc. g

In the other system, commonly referred to as the American system of reev-ing, one; endof the hoist l-ine is attached-:to the carriage,

then passes over a sheave or sheaves on the bucket andiasheave or sheaves on the carriage to the hoisting drum." In this case, if

.it is I intended to keep the. bucket at a certain height during the travel er the carriage, the hoist line will have to be taken up'or pa-id out-by the-hoisting drum at thesame rate as the carriage: travels to one side or the other, as the casemay. be. 11 The; hoistingdrum and thetravellifie drum are therefore usually operated at the same-timeduri=n If itis-intended to hoist during the hauling or travelling operation, the operator resorts to the practice ofletting the clutch of the travel-line drum slip so that the hoist Iine is enabled to gain on the travel-line.. Conversely, if the-operator Wants to lower' 'the bucket *while' the carriage" is travelling, he lets the clutch of the-hoisting drum sliptocause the hoist line to. b taken up at a slower rate or to 'be'paid out at a greaterrate, asthecase may-be.- Thisexpedient as not only detrimental, but above all requires a skilled op-' erator: to practice it and=is therefore, at best, expensive. On the other hand this practice has theadvantage overthe English system that thewear on the hoist line and thepower necessaryfor hauling] are kept relatively' The present invention-aims to combine'the advantages of both systems without incurring the disadvantages of either. The sys- 'temof reevingadopted is essentially the American system. However, in addition means are providedtoafiordcontrol'of the movement of the bucket independently of I the movement "of' the carriageandthese 'means constitute the subjectv matter of the invention. 7

'Briefly stated, the invention comprises a I hoist line according to the American system of reeving, means for operating at will the hoisting drum and the travel line drum at such speeds that the bucket or other load.

will remain at the, same height during the travel of the carriage and means for varying, at will, the speed ofrthe hoisting drum closing line for the bucket,"aclosing drum and substantially similar means for control' ling the closing. line, the hoist line and closj hoisting mechanism;

main parts of the hoisting mechanism in tion;

ing line being of course subject to the same laws of operation.

v For a. full understanding of the invention reference is, had to the accompanying drawin s in which- V ig. 1 is an elevationof'acableway and hoisting mechanism embodying-the invenis a horizontal section through the r Fig. 2

.Fig. ,3 is a schematic view showing the elevation;

Fig. 4is a horizontal section of a modified form of hoisting mechanism;

Fig. 5 is a plan view, partly in section of another form of mechanism embodying the invention; and

Fig. 6 is a schematic representation of a counterweighted hoist mechanism.

The arrangement in Fig. 1 which shows the general. disposition and operative relation of the features constituting the invention'is a load-handling device in which 1 and 2 represent towers pivotally supported at the bottom and interconnected by a cableway 3. The guys and tilting cables for supporting and rocking the towers, respectively, are not shown and form no part of this invention. The carriage 4 is supported on the cableway by means of the usual wheels 5 and may be operated in the usual way by means of a hauling rope or cable 6 connectedat one end to the carriage, then passing over a sheave 7 on one tower to and over a sheave 8 on the second tower to the drum 9, about which it may be dead ended on wound several times to obtain the necessary amount .of friction, and finally passing over another sheave 10 near'sheave 8 to the other side of the carriage. The hoisting line 11 and the closing line 12 are bothconnected at one end tothe carriage at the respective points of attachment 11 and 12 From thepoint 1? the hoist line 11 passes over a sheave 11" on the bucket 20 and a sheave 11 on the carriage4 to and over sheave 14 on tower 1 down to and over sheave 16, to the drum 18, on which'it is wound.

Similarly the closing line 12 passes from the point of attachment 12 over sheaves 12 and 12 on the bucket over a sheave on the carriage (behind the sheave 11?), over sheaves 15 and 17 todrum 19150 which :its free end is secured. The bucket 20 more or less diagraminatically indicated represents the usual ClfiHPShBll type theoperamechanism shown inbroad outlines at the bottom righthand of Fig. 1. V

Having now reference to Figs. 2 and 3 which represent a form adapted for operation from a common power shaft driven by a steam engine or other single power plant,

the arrangement includes as the main elements a frame 21 carrying. the power shaft 22 to which arekeyed two pinions 23 and 24. The pinion 23 is in mesh with a gear 25 keyed to a shaft 26 while pinion 24 is in imesh with a gear 27 loosely mounted on a shaft 28. The gear 27 may be positively connected; withshaft 28 by means of a clutch mechanism 29. It is understood that any form of clutch mechanism may be applied and that the illustration is merely intended to outline generally the use of a clutch rather than a particular form. The shaft 28 carries a drum or rather a wheel 30 having an elliptical groove 31 forreceiving th turns of the travel line-6 indicated in Fig. 1, a brake 31 and a gear 32.

Upon the shaft 26 is mounted aside from the previously mentioned gear 25 a combined external and internal gear 33, the hoisting drum 34, an element 35 carrying a brake 36 and an external gear 37, and a clutch mechanism 38.

The gear 33 is in mesh with the gear 32 and the gear 33 in mesh with pinions 39. The combined gear 33 may be positively connected to shaft .26 by means of a clutch 40. The pinions 39 are mounted on the ends of shafts 41 which extend through the body of the drum 34 and carry at their other ends pinions 42 in mesh with the gear 37 previously mentioned. The pinions 39, shafts 41 and pinions 42 may be called the driven member of the differential motion mechanism whilethe gears 33 and 37 are the driving members.

The gear 25 is in mesh with a gear 43 anism on shaft 44 is identical with that upon shaft26 with the single exception that theco'mbined external and internal gear 46 corresponding to gear 33 is without a clutch that the gears 32, 33 and 46 form an interdependent gear trainwhich is in motion or at rest as a unit.

The operation isas follows: The power shaft 22 is necessarily always driven in the same direction. The clutches 29 and 40 are ordinarily disconnected. When it is intended to move the carriage in one direction from a certain point on the cablewayiwithout affecting the condition of the bucket, one of the two clutches 29 or 40 is operated by means of the push pin 29 or 40 respectively. Assumingthat the clutch 29 is set into operation, power is transmitted from pinion 24 to shaft 28 through gear 27 turning the wheel 30. a motion is transmitted from shaft 28 through gear 32 to gears 33 and .46. Clutches '38 and 47 are normally out of engagement and the brakes 36 and 51 are normally applied. The

elements 35 and 48 are thus normally sta-.v

tionary. The gear ratio of the gear 33 pinions 39, pinions 42 and gear 37 is such that under the conditions assumed the drums 34 and 45 will have the same angular velocity as wheel 30. The lines wound on wheel 30 and drums 34 and 45 are of course so related that while the carriage travels toward the hoisting mechanism the closing line and the hoisting line are wound up on the respective drums and that when the carriage travels in a direction away from the hoisting mechanism the drums are turned in a direction to unreel the closing line and hoisting line.

It is of course not necessary that the drums 34 and 45 should move at the same angular velocity. The diameters of the drums and of wheel 30 respectively and the gear ratios in question may be so designed that the travel line and the hoist and closing lines have the same rate of motion whether the wheel 30 has the same diameter asthe drums'or a different diameter.

l/Vhen it is intended to move the carriage in the opposite direction, clutch 40 must be operated in place of clutch 29. The clutches thus serve the purpose of determining the direction of travel.

If it is intended to hoist before travelling, the clutches 29 and 40 are kept ininoperative position; and the clutch 47 is actuated. The power is transmitted from pinion 23 through'the gear '25 to the gear 43 and shaft 44. The element 48 is thus connected through the clutch 47 to the shaft 44 and revolves therewith and at the same time drives the pinions 49. It must be understood that when the clutches 29 and 40 are inop- At the same time When the bucket isclosed, the clutch 38' may be actuated wherebythe drum 34 is revolved in the direction necessary to hoist the.

bucket. Just as soon as the clutch 38 is set into operation both drums will revolve at the same speed taking in the hoist line and closing line at the same rate and the bucket will be hoisted,

When it is intended to lower the bucket,

it is merely necessary to simultaneously partly release the brakes 36 and 51 allowing the weight of the bucket to overcome the frictional resistance of the'brakes', while the clutches 38 and 47 are disconnected. When they desired position is reached for opening the bucket, the brake 51 may be entirely re leased and the usual weights on the bucket will open the shells while the brake 36 may be again fully applied or so applied as to retard the drum 34 relatively to the drum 45.

l/Vhen it is intended to travel and hoist at the same time, the clutch 47 is applied to firstclose the bucket and then the clutch 38 is appliedto hoist. Then either clutch 29 or 40 is applied to travel in the desired direc- .tion.

As previously explained, an incident of the pure travelling operation is the motion of the two drums 34 and 45 and of the wheel 30 so that the hoist line, the closing line and the travel line move at the same rate. This rate of motion is attained while the elements 1 35 and 48 are stationary. Now when the clutches 38 and 47 are in action While the vcarriage travels toward the hoisting mechanism, the differential speed of the drums 34 and 45 will be greater than when the elements 35 and 48 were at rest so that the hoisting and closing lines are traveling at a greater rate than the traveling line thereby hoisting the bucket. According to whether the bucket reaches its desired height before the carriage reaches the desired point on the cableway or vice versa the clutches 38 and 47 are disconnected before the clutch 40 or 29 is disconnected or vice versa.

When the clutches 38 and 47 are in action while the carriage travels in the direction away from the hoisting mechanism, the differential speed of the drums 34 and 45 will be decreased and the hoist and closing lines will travel at a speed less than that of the travel line, thereby'causing a hoisting of the bucket.

To lower the bucket While the carriage is travelling it is merely necessary to partly release the brakes 36 and 51 while the too by decreasing the differentialspeed of the drums 34 and 45 and causing the hoist and closing lines totravel at a lower rate than 4 the travel line. When 3 the carriage travels in the opposite direction the release of the brakes 36, and 51 will conversely cause an vincrease of the differential speed of the Y drums thereby causing the hoist and closing lines to move at a higher rate than. the travel line.

It is thus clear that the different motions of the carriage, of the bucket and the opening and closing thereof may be readily. and

easily controlled by the simple operation of certain elements as by the movement of levers. Whether the carriage travels in one direction or the other simultaneous actuation of the clutches a? and 38 and release of brakes 36 and 51 will effect the hoisting operation and application of the brakes while the clutches 47 and 38 are disconnected will bring about the lowering operation, while the simultaneous actuation of the clutch 4:7 and release of brake 51 alone effects the closing, of the bucket and the release of brake 51 alone when the clutch 47 is open effects the opening of the bucket.

The arrangement shown in i is in rinciple the same as that shown in Figs. 2 V

and 3. r The electric motor through shaft 61 and pinion 62 drives the gear train composed of thegears 63, 64 and 65 which in turn are connected to the shafts 66, 67 and 68. Shaft 66 carries the travel wheel 69 while the drums 70 and 71 are loosely mounted on shafts 67 and 68respectively. Through the internal gear 72, pinions 74c, shafts 75, pinions 76, and gear 77, which latter is normally stationary, the differential speed of the drum 70 is such that the hoist line Wound on it travels at the same speed as the travel line upon wheel 69. When the motor 7 8 is set into operation, the gear 77 is rotated thereby increasing or decreas ing the normal differential speed of the drum according to direction of travel of the carriage which is determined by the direction of rotation of motor 60. The same rules of operation apply of course also to the drum 71 and its operating mechanism which is identical with. that for drum 70.

The availability of three separately controlled motors 60, 7 8 and 7 9 leads of course to a considerable simplification in the arrangement as isobvious.

rections', to windupsthe lines for paythem out at the same rate at which the "travel line. travels according to the direction of travelof the carriage. In order to, close the bucket and hoist, motor? 9 is operated'until the bucket is closed and then both motors,

7 8 and 79,;are operated to hoist. in order to lower and open'the bucket both'motors,

78 and 7 9, are operated in the'opposite 'di rection to,lower and thenvmotor'7 9 isoperated alone to open. To simultaneously travel and hoist or lower, the three motors are simultaneously." operated in 'the p roperr directions, By operating motor 7 9 alone the bucket may becloSed or opened .while the bucket is otherwise at rest. operating the motors 79 andv 78' simultaneously while the motor 60 is inoperative, thebucket may be hoisted or lowered while the carriage is atrest. r The forni of mechanism shown in Fig. 5 is generally similar to the forms previously described, the principal difference being another, form of difli'erential motion mechanism; 3' I The gearsl80, 81 and 82 being in mesh and -.keyed to the shafts 83,8 and 85 respectively, these shafts are driven in unison by means of the motor 86 Winch carries a pinlon (not shown) in mesh with the gears 81.

The motorr88 drives the shaft 89 through a pinion 90 and a gear 91. The shaft 89 carries a pinion 92- in, mesh with a gear 93 on which is mounted a bevel gear 94 which to gether with the bevel pinions 95 and the bevel ear 96 forms the differential motion element. 5

The bevel ,gear 94 is loosely mounted on the shaft 84 and the bevel gear '96 is rigidly connected with the drum 102 and together with it likewise loosely mounted on the shaft 84, while the studs 98 which carry the pinions 94; are fixed upon the shaft 84:.

The bevel gear 94 on the one hand andthe spider includingstuds. 98 and pinions 95 on the other hand may be called the driving members, while the gear 96 may be called the driven member of the differential gear mechanism. 7 r

The motor 99 is similarly connected to the drum 103 through a differential motion mechanism, which is identical with the differential motion mechanism just described.

In practice the motors are provided with automatic brakes.

The operation briefly stated is as follows:

The motor 86 drives the gear train 80, 81 and 82 and thereby the shafts 83, 84 and 85. The wheel 101 is thus driven directly from shaft 83, while the drums 102' and 103 are indirectly driven through the differential motion elements described. Vilhen the motor 86 alone is in'operation, the gears 93 and 100 are at rest. Itis understoodthat suitable brake mechanism may be provided for nornially holding the gear mechanisms connected with ea'chof' the. Inotors'at rest.

While there is considerable latitude inthi s.

respect, I prefer magnetic brakes mounted on the ends of the shafts of'the motors 86,"

rotary. movement of these shafts.

drums 102 and 103 are rotated atfa definite i. e. increasedor decreased accordingto the relative directions of mot-ionof the motors" 86, 88 fand 99. The control of the different operations or closing or opening the bucket, hoisting orlowering the. bucket and traveling is tliusabsolutely positive like-in the arrangements previously .described.

As pointed out'in the" introductory-remarks, one of the objects of the invention is economy in operation. The advantages ofa system such as described, in connectionwith the American system of reeving are obvious to the expert.

To carry the idea leading to the economy due to this arrangement to a logical conclusion, I propose to counterweight the bucket and thereby reduce the power necessary for the operation of the hoisting mechanism to a minimum.

It may be generally stated that a counterweight may be operatively connected with all forms of hoisting mechanism embodying the invention. It is more particularly applicable, however, to mechanism in which separate motor means are employed for hoisting and lowering, such mechanism being exemplified in Figs. 4 and 5.

In the arrangement shown in Fig. 4 a counterweight could be readily applied by providing the part carrying the gear 7 7 with a wheel or drum and attaching a rope to it carrying the counterweight.

However, to more fully indicate the applicability of a counterweight, drums 105. and 106 are connected to and carried by the gears 93 and 100 in Fig. 5. It is understood that these or. like drums must be connected to those parts of the differential motion elements, whatever their form.may be, which move only when the bucket is hoisted or lowered. The application of drums 105 and 106 to the bevel gears 93 and 100 is there fore intended merely as generally suggestive and is by no means limited to the particular association.

Fig. 6 shows a load handling system in which the bucket is counterweighted. The hoisting mechanism 107 may be assumed to be generally similar to the forms shown in Figs. 4 and 5. A counterweight 108 is suspended from a sheave 109 in the bight of a cable 110 one end of which is attached to ,a' gear drum 105 on the motor side of the While the gears 93 an dlO0'are at rest, the.

differential motion element controlling the 4:

hoisting' and lowering operation while"the other"'e'nd attached "tothe correspondlng part of the differential motion element con= V In"the 'foregoing the structural embodiements are me'rely, representative of the gen Win16 'I'have pascal-an rein-1 6a to 10s handling devices including a cableway and 'eral class of means available for the pu posesof the Invention.

V a double line bucket, the invention is byno means lnnlted thereto, as 1s obvious to the expert. fgThe invention is applicable in 'all types "or load-handling devices in which with the American system of reevingthere is the necessity that the hoist line andan other lineshalltravel'at the same speed exf f cept at thetime of dumping or returning to the normal position.

I claimtion of two drums disposed laterally of each other and means operable at will to drums, a second differentialmotion mechanlsm having 1tsdr1ven member connected to the second drum, means for slmultaneously 1. In hoisting mechanism, the combina driving one of the driving members of each differential mechanism and means for separately driving each of the other driving members of the differential mechanism.. 3. In hoisting mechanism, the combination of two drums disposed laterally of each other, shafts loosely extending through said drums and means operable at will to rotatethe drums at substantially the same speed or to selectively vary the speed of either one of the drums to increase or decrease its speed relatively to the other drum, said means including separate dili'erential motion mechanisms having their driven members connected to the two drums respectively and motor means for controlling the driving i251 members of the difierential motion mechanisms. V

4:. In hoisting mechanism, three drums, a diiferential motion mechanism having, its driven'member connected to one of the drums,;a second diiierential driving mecha driven member connected to 'one of the nism, having its driven member'connected to another drum, means for simultaneously driving the third drum and one of the driving members of each differential mechanism and means for separately driving each of the other driving members of the differential mechanism. 1

1 5. In hoisting mechanism, the combina-- dlfierential motlon mechanism havmg its driven member contion of three drums,

for separately driving the other driving member of each diiferential motion mechanism. v

6; In hoisting mechanism, the, combina- *tion of two lines, one being a hoist line, a

drum for each line, I

mechanism having its driven member con-;

diflerential motion nected to the hoist line drum, means for simultaneously-driving the other drum and one driving member of the differential motion mechanism, means for separately driving the other driving member of the'difierential' motion mechanism and a drum on said carrying v a I counterweight.

57.111 hoisting mechanism, the combina-i tion of a hoisting drum, diflerential motion mechanism having its driven members conthe driven member of the differential 'mo- 7 30 other driving member for'receiving a rope i nected to theldrum, means for separately controlling the driving elements of the dif-i ferential motion mechanism, a rope carry-'1 ing a Weight,a drum for receiving the rope and means for connecting the drum with.

tion mechanism in driving relation to bring V the action of the Weight in opposition to" the Weight acting on the hoisting drum.

In testimony whereof, I afix my signature. i

NORMAN I T. HARRINGTON. 

